CN111746351A - Vehicle thermal management system and control method thereof - Google Patents
Vehicle thermal management system and control method thereof Download PDFInfo
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- CN111746351A CN111746351A CN202010606610.1A CN202010606610A CN111746351A CN 111746351 A CN111746351 A CN 111746351A CN 202010606610 A CN202010606610 A CN 202010606610A CN 111746351 A CN111746351 A CN 111746351A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/003—Component temperature regulation using an air flow
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
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- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The invention relates to a vehicle heat management system and a control method thereof, and the vehicle heat management system comprises a heat pump unit, an electric drive heat management unit and a battery heat management unit, wherein the heat pump unit comprises a compressor, a passenger compartment heat exchanger communicated with the compressor, a fan arranged beside the passenger compartment heat exchanger and a plate heat exchanger communicated with the compressor, the plate heat exchanger is connected in series in the battery heat management unit, and the electric drive heat management unit is communicated with the battery heat management unit; in a cooling mode or a heating mode, the requirements for cooling or heating the passenger compartment, the battery and the electric drive system are met by connecting the electric drive thermal management unit and the battery thermal management unit in series or in parallel and controlling one or more of the heat pump unit, the electric drive thermal management unit and the battery thermal management unit to be started. The invention can fully utilize the waste heat of the system and can run efficiently; meanwhile, the heating requirement under the working condition of extremely low temperature or low temperature and long-distance running requirement can be met.
Description
Technical Field
The invention relates to the technical field of electric automobile temperature management, in particular to a vehicle thermal management system and a control method thereof.
Background
At present, the electric automobile enters a rapid development stage, and the requirements of users on the service life of the electric automobile, the cooling and heating comfort of a passenger compartment and the endurance mileage of the whole automobile are higher and higher. The power battery is used as a core component of the electric automobile, the working temperature range needs to be within a reasonable range, the whole automobile air conditioning system meets the requirement of the comfort level of a passenger compartment, the whole thermal management system realizes efficient operation through control, and the endurance mileage of the whole automobile is improved.
In the existing pure electric vehicle heat management system, a heat pump system does not meet the heating requirement of a power battery at low temperature; when the power battery and the cab have heating requirements in low-temperature environment running, the heating is usually realized through water heating, the waste heat of a power electronic system and the waste heat of a power battery system are not fully utilized, and the energy consumption is high.
Under the ordinary low temperature environment in winter, the heat pump system efficiency is high, can practice thrift the electric energy and provide comfortable passenger cabin environment, and other heat sources such as motor automatically controlled need the heat dissipation simultaneously, and under the low temperature environment condition, still need utilize the waste heat to heat passenger cabin and battery. Meanwhile, in the case of extremely low temperatures, other heaters are used to heat the battery system as well as the passenger compartment. Taking these considerations into account, a sophisticated thermal management system is required to achieve the required functionality.
Disclosure of Invention
The invention aims to solve the technical problem of providing a vehicle thermal management system and a control method thereof, solving the problems of insufficient energy utilization or low energy efficiency of the existing thermal management system and simultaneously solving the heating problem at an extremely low temperature.
The technical scheme adopted by the invention for solving the technical problems is as follows: a vehicle thermal management system comprises a heat pump unit for ensuring the temperature of a passenger compartment and a battery, an electric driving thermal management unit for exchanging heat with the electric driving system, and a battery thermal management unit for performing supplementary heating on the passenger compartment and the battery, wherein the heat pump unit comprises a compressor, a passenger compartment heat exchanger communicated with the compressor, a fan arranged beside the passenger compartment heat exchanger, and a plate heat exchanger communicated with the compressor, the plate heat exchanger is connected in series in the battery thermal management unit, and the electric driving thermal management unit is communicated with the battery thermal management unit; in a cooling mode or a heating mode, the requirements for cooling or heating the passenger compartment, the battery and the electric drive system are met by connecting the electric drive thermal management unit and the battery thermal management unit in series or in parallel and controlling one or more of the heat pump unit, the electric drive thermal management unit and the battery thermal management unit to be started.
Further specifically, the heat pump unit further includes a reversing valve, a first electronic expansion valve and a second electronic expansion valve, the passenger compartment heat exchanger includes a first passenger compartment heat exchanger and a second passenger compartment heat exchanger, an inlet of the compressor is connected to a first interface of the reversing valve, and an outlet of the compressor is connected to a second interface of the reversing valve; the third interface of the reversing valve is divided into two paths, the first path is connected to the first end of the first passenger compartment heat exchanger after sequentially passing through the plate heat exchanger and the second electronic expansion valve, and the second path is connected to the first end of the first passenger compartment heat exchanger after sequentially passing through the second passenger compartment heat exchanger and the first electronic expansion valve; and the second end of the first passenger compartment heat exchanger is connected to a fourth port of the reversing valve.
Further specifically, the electricity drive heat management unit including set up the electricity on the system of driving heat transfer subassembly, set up in passenger cabin other air-cooled radiator and the second water pump, electricity drive heat transfer subassembly, air-cooled radiator and second water pump establish ties and form the electricity and drive heat transfer closed circuit after.
Further specifically, the battery heat management unit comprises a battery heat exchange assembly, a water heating heater, a catalytic combustor and a first water pump which are arranged on the battery, and the battery heat exchange assembly, the water heating heater, the catalytic combustor, the first water pump and the plate heat exchanger are connected in series to form a battery heat exchange closed loop.
The electric-drive heat management unit comprises an electric-drive heat exchange assembly, an air-cooled radiator and a second water pump, wherein the electric-drive heat exchange assembly is arranged on an electric-drive system, the air-cooled radiator is arranged beside a passenger cabin, and the electric-drive heat exchange assembly, the air-cooled radiator and the second water pump are connected in series to form an electric-drive heat exchange closed loop; the battery heat management unit comprises a battery heat exchange assembly, a water heating heater, a catalytic combustor and a first water pump which are arranged on a battery, wherein the battery heat exchange assembly, the water heating heater, the catalytic combustor, the first water pump and the plate heat exchanger are connected in series to form a battery heat exchange closed loop; a four-way electromagnetic valve is arranged on the electric drive heat exchange closed loop, and a three-way electromagnetic valve is arranged on the battery heat exchange closed loop; the first interface and the second interface of the four-way electromagnetic valve are connected to an electrically-driven heat exchange closed loop, the third interface is connected to the first end of the battery heat exchange assembly, and the fourth interface is connected to the second end of the battery heat exchange assembly; the first interface and the second interface of the three-way electromagnetic valve are connected to the battery heat exchange closed loop, and the third interface is connected to the electric drive heat exchange closed loop.
Further specifically, a series loop is formed by controlling the three-way solenoid valve and the four-way solenoid valve, and the series loop sequentially comprises a first water pump, a plate heat exchanger, a catalytic combustor, a water heating heater, a battery heat exchange assembly, the four-way solenoid valve, an air cooling heat exchanger, an electric driving heat exchange assembly, a second water pump and the three-way solenoid valve.
Further specifically, a series loop is formed by controlling the three-way solenoid valve and the four-way solenoid valve, and the series loop sequentially comprises a first water pump, a plate heat exchanger, a catalytic combustor, a water heating heater, the four-way solenoid valve, an air cooling radiator, an electric drive heat exchange assembly, a second water pump and the three-way solenoid valve.
A control method of a vehicle thermal management system comprises the following steps of,
when the battery has a cooling requirement, the battery thermal management unit and the electrically-driven thermal management unit are connected in series and used for dissipating heat of the battery through an air-cooled radiator in the electrically-driven thermal management unit; or the battery is cooled through the plate heat exchanger in a refrigeration mode of the heat pump unit;
the battery has a heating requirement, and after the battery thermal management unit and the electric drive thermal management unit are connected in series, the battery is heated by heat generated by the movement of the electric drive system, or the battery is heated by the combination of heat generated by the movement of the electric drive system and heat generated by the heat pump unit and the heat generated by the water heating heater; after the battery thermal management unit and the electric drive thermal management unit are connected in series or in parallel, the battery is heated by the heat combusted by the catalytic combustor.
A control method of a vehicle thermal management system comprises the following steps of,
the passenger compartment has a cooling requirement and is cooled through a refrigeration mode of the heat pump unit;
after the battery thermal management unit and the electric driving thermal management unit are connected in series, the passenger cabin is heated by the waste heat of the battery through the heating modes of an air-cooled radiator and a heat pump unit in the electric driving thermal management unit, or the passenger cabin is heated by the waste heat of the battery and the heat generated by the movement of the electric driving system through the air-cooled radiator in the electric driving thermal management unit, or the passenger cabin is heated by the heat generated by the movement of the electric driving system and a water-heated heater through the heating modes of the air-cooled radiator and the heat pump unit, or the passenger cabin is heated by the heat generated by the combustion of a catalytic combustor through the air-cooled radiator; after the battery thermal management unit and the electric drive thermal management unit are connected in parallel, the passenger compartment is directly heated by heat generated by movement of the electric drive system, or the passenger compartment is heated by heat generated by movement of the electric drive system through the heating modes of the air cooling radiator and the heat pump unit.
A control method of a vehicle thermal management system is characterized in that after a battery thermal management unit and an electric drive thermal management unit are connected in series or in parallel, heat generated by the movement of the electric drive system is dissipated to the external environment or a passenger compartment through an air cooling radiator.
The invention has the beneficial effects that: the invention can not only independently utilize the heat pump unit, the electrically-driven heat management unit and the battery heat management unit for cooling and heating, but also utilize the combination of the heat pump unit, the electrically-driven heat management unit and the battery heat management unit for cooling and heating, fully utilize the residual heat of the electrically-driven heat management unit and the battery heat management unit for heating, and can operate efficiently; meanwhile, the heating requirement under the working condition of extremely low temperature or low temperature and long-distance running requirement can be met.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the heat pump unit of the present invention in a cooling mode;
FIG. 3 is a schematic structural view of a heating mode of the heat pump unit of the present invention;
FIG. 4 is a schematic diagram of the heat pump unit cooling mode + parallel circuit configuration of the present invention;
FIG. 5 is a schematic diagram of the heat pump unit heating mode + parallel circuit configuration of the present invention;
fig. 6 is a schematic view of the first series circuit according to the invention (heat pump unit not in operation);
FIG. 7 is a schematic diagram of the parallel circuit configuration of the present invention (heat pump unit, battery thermal management unit not in operation);
fig. 8 is a schematic diagram of a second series circuit configuration of the present invention (heat pump unit not in operation);
FIG. 9 is a schematic illustration of the heat pump unit heating mode + first series circuit configuration of the present invention;
FIG. 10 is a schematic illustration of the heat pump unit heating mode + second series circuit configuration of the present invention;
fig. 11 is a schematic diagram of the heat pump unit cooling mode + first series circuit configuration of the present invention.
In the figure: 1. a compressor; 2. a diverter valve; 3. a fan; 4. a first passenger compartment heat exchanger; 5. a second passenger compartment heat exchanger; 6. a first electronic expansion valve; 7. a plate heat exchanger; 8. a second electronic expansion valve; 9. a battery; 10. a first thermometer; 11. a water heating heater; 12. a catalytic combustor; 13. a first water pump; 14. a three-way electromagnetic valve; 15. a second water pump; 16. an electric drive system; 17. a second thermometer; 18. an air-cooled radiator; 19. a passenger compartment; 20. a third thermometer; 21. a four-way solenoid valve; 22. and a fourth thermometer.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1, a vehicle thermal management system includes a heat pump unit for ensuring temperatures of a passenger compartment 19 and a battery 9, an electric driving thermal management unit for exchanging heat with an electric driving system 16, and a battery thermal management unit for performing supplementary heating on the passenger compartment 19 and the battery 9, where the heat pump unit includes a compressor 1, a passenger compartment heat exchanger communicated with the compressor 1, a fan 3 disposed beside the passenger compartment heat exchanger, and a plate heat exchanger 7 communicated with the compressor 1, the plate heat exchanger 7 is connected in series in the battery thermal management unit, and the electric driving thermal management unit is communicated with the battery thermal management unit; in a cooling mode or a heating mode, the requirements for cooling or heating the passenger compartment 19, the battery 9 and the electric drive system 16 are realized by connecting the electric drive thermal management unit and the battery thermal management unit in series or in parallel and controlling one or more of the heat pump unit, the electric drive thermal management unit and the battery thermal management unit to be started; the system can fully utilize the heat generated by the motion of the electric drive system 16 and the heat emitted by the battery 9, and can reasonably distribute, heat and use, thereby saving energy.
The heat pump unit further comprises a reversing valve 2, a first electronic expansion valve 6 and a second electronic expansion valve 8, the passenger compartment heat exchanger comprises a first passenger compartment heat exchanger 4 and a second passenger compartment heat exchanger 5, an inlet of the compressor 1 is connected to a first interface of the reversing valve 2, and an outlet of the compressor 1 is connected to a second interface of the reversing valve 2; the third interface of the reversing valve 2 is divided into two paths, the first path is connected to the first end of the first passenger compartment heat exchanger 4 after passing through the plate heat exchanger 7 and the second electronic expansion valve 8 in sequence, and the second path is connected to the first end of the first passenger compartment heat exchanger 4 after passing through the second passenger compartment heat exchanger 5 and the first electronic expansion valve 6 in sequence; the second end of the first passenger compartment heat exchanger 4 is connected to the fourth port of the reversing valve 2; the first passenger compartment heat exchanger 4 and the second passenger compartment heat exchanger 5 may each effect a switching between the passenger compartment 19 and the outside environment by means of a damper.
As shown in fig. 2, when the heat pump unit is in the cooling mode, the refrigerant flows into the reversing valve 2 from the outlet of the compressor 1, flows to the first passenger compartment heat exchanger 4 after passing through the reversing valve 2, the first passenger compartment heat exchanger 4 exchanges heat with the external environment, and then can be divided into two paths, wherein the first path returns to the compressor 1 through the first electronic expansion valve 6, the second passenger compartment heat exchanger 5 and the reversing valve 2, and the second path returns to the compressor 1 through the second electronic expansion valve 8, the plate heat exchanger 7 and the reversing valve 2; the opening and closing of the first electronic expansion valve 6 realize the refrigeration demand of the second passenger compartment heat exchanger 5 on the passenger compartment 19; the opening and closing of the second electronic expansion valve 8 realize the refrigeration requirement of the plate heat exchanger 7 on the battery 9.
When the heat pump unit is in a heating mode as shown in fig. 3, the refrigerant flows into the reversing valve 2 from the outlet of the compressor 1, and is divided into two paths after passing through the reversing valve 2, wherein the first path returns to the compressor 1 through the second passenger compartment heat exchanger 5, the first electronic expansion valve 6, the first passenger compartment heat exchanger 4 and the reversing valve 2, and the second path returns to the compressor 1 through the plate heat exchanger 7, the second electronic expansion valve 8, the first passenger compartment heat exchanger 4 and the reversing valve 2; the opening and closing of the first electronic expansion valve 6 realize the heating demand of the second passenger compartment heat exchanger 5 on the passenger compartment 19; the opening and closing of the second electronic expansion valve 6 realizes the heating demand of the plate heat exchanger 7 on the battery 9.
As shown in fig. 4 and 5, the battery heat management unit includes a battery heat exchange assembly, a water heater 11, a catalytic combustor 12 and a first water pump 13, which are disposed on the battery 9, and the battery heat exchange assembly, the water heater 11, the catalytic combustor 12, the first water pump 13 and the plate heat exchanger 7 are connected in series to form a battery heat exchange closed loop. The refrigeration of the battery 9 is realized by exchanging heat with the plate heat exchanger 7 in the heat pump unit; the heating of the battery 9 can be realized by heat exchange with the plate heat exchanger 7 in the heat pump unit, or can be realized by heating of the water heater 11 and the catalytic burner 12; the battery heat exchange closed loop can be used independently.
As shown in fig. 4 and 5, the electric-drive heat management unit includes an electric-drive heat exchange assembly disposed on the electric drive system 16, an air-cooled radiator 18 disposed in the passenger compartment 19, and a second water pump 15, and the electric-drive heat exchange assembly, the air-cooled radiator 18, and the second water pump 15 are connected in series to form an electric-drive heat exchange closed loop. Because the electric drive system 16 only needs to dispel the heat after moving, so through second water pump 15 with the refrigerant after electric drive heat transfer assembly and electric drive system 16 carry out the heat transfer, dispel the heat at air-cooled radiator 18, and the heat of air-cooled radiator 18 can directly distribute to the external environment, also can distribute to passenger cabin 19 in through the air door and heat passenger cabin 19.
Based on the loops of the battery heat management unit and the electric drive heat management unit, a four-way electromagnetic valve 21 is arranged on the electric drive heat exchange closed loop, and a three-way electromagnetic valve 14 is arranged on the battery heat exchange closed loop; the first interface and the second interface of the four-way electromagnetic valve 21 are connected to an electric drive heat exchange closed loop, the third interface is connected to the first end of the battery heat exchange assembly, and the fourth interface is connected to the second end of the battery heat exchange assembly; the first interface and the second interface of the three-way electromagnetic valve 14 are connected to the battery heat exchange closed loop, and the third interface is connected to the electric drive heat exchange closed loop.
By controlling the three-way solenoid valve 14 and the four-way solenoid valve 21, the electrically-driven heat exchange closed loop and the battery heat exchange closed loop can be combined to form two series loops, wherein the first series loop (as shown in fig. 6, 9 and 11) sequentially comprises a first water pump 13, a plate heat exchanger 7, a catalytic combustor 12, a water heating heater 11, a battery heat exchange assembly, the four-way solenoid valve 21, an air-cooled heat exchanger 18, an electrically-driven heat exchange assembly, a second water pump 15 and the three-way solenoid valve 14, and the series loop can realize refrigeration and heating of the battery 9 through the battery heat exchange assembly; the second series circuit (as shown in fig. 8 and 10) includes a first water pump 13, a plate heat exchanger 7, a catalytic burner 12, a water heater 11, a four-way solenoid valve 21, an air-cooled radiator 18, an electric drive heat exchange assembly, a second water pump 15, and a three-way solenoid valve 14 in sequence, and the series circuit cannot realize cooling and heating of the battery 9 because the series circuit does not pass through the battery heat exchange assembly.
Based on the parallel and series circuits, the residual heat of the battery 9 and the residual heat generated by the motion of the electric drive system 16 can be fully utilized, and the temperature of the battery 9, the temperature of the passenger cabin 19 and the temperature of the electric drive system 16 can be controlled.
The temperature of the battery 9 is controlled in such a manner that,
the battery 9 has a cooling requirement, and there are two ways, the first is to connect the battery thermal management unit in series with the electrically driven thermal management unit and to dissipate heat from the battery 9 through the air-cooled heat sink 18 inside the electrically driven thermal management unit, where the first series loop is used; secondly, the battery 9 is cooled by the plate heat exchanger 7 in the cooling mode of the heat pump unit, where the battery thermal management unit and the electric drive thermal management unit can be either parallel circuits or first series circuits.
The battery 9 has a heating demand, and there are four ways, the first, the battery 9 is heated by the heat generated by the movement of the electric drive system 16, here a first series circuit; secondly, the battery 9 is heated by the heat generated by the movement of the electric drive system in combination with the heat generated by the heat pump unit, here a first series circuit is used; thirdly, the battery 9 is heated by the heat generated by the movement of the electric drive system 16 in combination with the heat generated by the heat pump unit and the heat generated by the water heating heater 11, and a first series circuit is adopted; fourth, the battery 9 is heated by the heat of combustion of the catalytic burner 12, which can be in a parallel circuit or in a first series circuit.
The temperature of the passenger compartment 19 is controlled by,
the passenger compartment 19 has a cooling demand, and the passenger compartment 19 is cooled through a refrigeration mode of the heat pump unit;
the passenger compartment 19 has a heating requirement, and there are seven ways, namely, firstly, the passenger compartment 19 is heated by the waste heat of the battery 9 by using the air-cooled radiator 18 in the electric driving heat management unit and the heating mode of the heat pump unit, and a first series loop is adopted; secondly, the passenger compartment 19 is heated by the residual heat of the battery 9, the heat generated by the movement of the electric drive system 16, using an air-cooled radiator 18 in the electric drive thermal management unit, here using a first series circuit; thirdly, the passenger compartment 19 is heated by the heat generated by the movement of the electric drive system 16 and the water heating heater 11 by using the air cooling radiator 18 and the heating mode of the heat pump unit, and a second series circuit is adopted; fourth, the heat generated by combustion by the catalytic burner 12 heats the passenger compartment 19 using the air-cooled radiator 18, where a second series circuit is used; fifth, the passenger compartment 19 is heated directly by the heat generated by the motion of the electric drive system 16, where a parallel circuit is used; sixth, the heat generated by the motion of the electric drive system 16 heats the passenger compartment 19 using the air-cooled radiator 18 and the heating mode of the heat pump unit, where a parallel mode is used; seventh, the passenger compartment 19 is heated directly using the heating mode of the heat pump unit.
The method of controlling heat dissipation from the electric drive system 16 is,
after the battery thermal management unit and the electric drive thermal management unit are connected in series or in parallel, heat generated by the movement of the electric drive system 16 is radiated to the external environment or a passenger cabin 19 through an air cooling radiator 18; with the first series circuit, the battery 9 can be heated by the heat generated by the movement of the electric drive system 16.
The parallel and series connection mode combines the temperature requirements of the battery 9, the passenger compartment 19 and the electric drive system 16, a first thermometer 10 is arranged at the battery 9, a second thermometer 17 is arranged at the electric drive system 16, a third thermometer 20 is arranged at the passenger compartment 19, a fourth thermometer 22 is arranged on the vehicle body, the fourth thermometer 22 is used for detecting the ambient temperature, and the specific practical situation and the utilization of the waste heat mainly have 9 working modes:
in a first working mode (as shown in fig. 4), when the passenger compartment 19, the battery 9 and the electric drive system 16 all have cooling requirements, a parallel loop is adopted at this time, heat generated by the motion of the electric drive system 16 is dissipated to the external environment through the air cooling radiator 18 in the electric drive heat exchange closed loop, the refrigeration mode of the heat pump unit is opened, the first electronic expansion valve 6 is opened, the passenger compartment 19 is refrigerated through the second passenger compartment heat exchanger 5, the refrigeration mode of the heat pump unit is opened, the second electronic expansion valve 8 is opened, heat exchange is carried out between the heat pump unit and the battery heat exchange closed loop in the plate heat exchanger 7, and the battery heat exchange closed loop realizes refrigeration of the battery 9; when the battery 9 is cooled, the temperature of the battery 9 detected by the first thermometer 10 is required to determine, when the temperature of the battery 9 is higher than 32 ℃, the second electronic expansion valve 8 and the first water pump 13 are opened for heat exchange, and when the temperature of the battery 9 is lower than 30 ℃, the second electronic expansion valve 8 and the first water pump 13 are closed for heat exchange.
In a second operation mode (as shown in fig. 5), when the battery 9 is in the fast charge mode and the ambient temperature is high, the electric drive system 16 does not move and does not generate heat, the electric drive heat exchange closed loop does not work, the ambient temperature is measured by the fourth thermometer 22, the refrigeration mode of the heat pump unit is started, the first electronic expansion valve 6 is closed, the second electronic expansion valve 8 is opened, and the battery heat exchange closed loop exchanges heat with the plate heat exchanger 7 to cool the battery 9; when the passenger compartment 19 has a refrigeration demand, the first electronic expansion valve 6 is opened at the moment, and the passenger compartment 19 is refrigerated through the second passenger compartment heat exchanger 5; the cooling requirement of the passenger compartment 19 can be controlled either manually or by measuring it with the third thermometer 20 and by setting corresponding thresholds.
In a third operation mode (as shown in fig. 6), when the battery 9 is in the fast charge mode and the ambient temperature is low, the electric drive system 16 does not move and does not generate heat, the ambient temperature is measured by the fourth thermometer 22, the first series circuit is adopted to dissipate heat from the battery 9 through the air-cooled radiator 18, if the air-cooled radiator 18 cannot effectively control the temperature of the battery 9, the refrigeration mode of the heat pump unit is started, the second electronic expansion valve 8 is opened, and the cooling effect is further enhanced by the plate heat exchanger 7; when the passenger compartment 19 needs to be heated, the heat of the battery 9 can be firstly dissipated into the passenger compartment 19 through the air-cooled radiator 18, and the collected heat of the battery 9 can be dissipated into the passenger compartment 19 by using the first passenger compartment heat exchanger 4 of the heat pump unit in the cooling mode, as shown in fig. 5.
In a fourth operation mode (as shown in fig. 7), when the vehicle is in a running process and the battery 9 and the passenger compartment 19 have no heating or cooling requirements, only the electric drive system 16 needs to be cooled, and the heat dissipation of the electric drive system 16 can be realized through the air-cooled radiator 18 in the electric drive heat exchange closed loop; at the moment, the heat pump unit and the battery heat exchange closed loop do not work.
In a fifth operation mode (as shown in fig. 6), when the ambient temperature is below-15 ℃, the battery 9 and the passenger compartment 19 need to be heated simultaneously, because the temperature is low, the efficiency of the heat pump unit is low and the power consumption of the water heating heater 11 is large, the heat pump unit and the water heating heater 11 do not work, at this time, a first series circuit is adopted, the first water pump 13 or the second water pump 15 is started, the catalytic burner 12 is used for heating the liquid inside, the heated liquid flows through the battery 9 to heat the battery 9, and flows through the air-cooled radiator 18 to heat the passenger compartment 19; when the first thermometer 10 detects that the battery 9 is above the heating demand threshold (5 c) at which time the battery does not need to be heated, the system switches to the second series circuit (as shown in fig. 8).
In the sixth operation mode (as shown in fig. 8), when the ambient temperature is near-5 ℃, and the vehicle has long-distance driving demand and the passenger compartment 19 has heating demand, at this time, a second series circuit is adopted, the liquid heated by the catalytic burner 12 and the heat generated by the motion of the electric drive system 16 heat the passenger compartment 19 through the air-cooled radiator 18, and the battery 9 can ensure the temperature of the battery 9 through the heat of the battery 9, and in this mode, the heat pump unit and the water-heated heater 11 do not work, so that the electric energy is saved, and the maximum driving distance of the vehicle is ensured.
In a seventh operation mode (as shown in fig. 9), when the ambient temperature is near-10 ℃, the battery 9 and the passenger compartment 19 have heating requirements, the ambient temperature is measured by the fourth thermometer 22, the first series circuit is adopted, the heating mode of the heat pump unit is started, the second electronic expansion valve 8 is opened, heat exchange is carried out between the plate heat exchanger 7 and the battery heat exchange closed circuit, and simultaneously the battery 9 is heated by combining heat generated by the motion of the electric drive system 16; opening the first electronic expansion valve 6, and heating the passenger compartment 19 through the second passenger compartment heat exchanger 5; if the heating capacity cannot meet the requirement, more heat energy is provided for the system by starting the water heating heater 11, and the air cooling radiator 18 is started to heat the passenger compartment 19; when the first thermometer 10 detects that the battery temperature is higher than the heating demand threshold (5 ℃), the system is switched to the second series circuit (as shown in fig. 10), the battery is not heated any more, at the moment, the passenger compartment 19 is heated by the heat generated by the heating mode of the heat pump unit and the movement of the electric drive system 16, and if the heat demand cannot be met, the water heating heater 11 is started to provide more heat energy.
In an eighth operating mode (as shown in fig. 7), when the passenger compartment 19 has a heating requirement and the heat generated by the electric drive system 16 can meet the requirement, the passenger compartment is heated by the air-cooled radiator 18 through a parallel loop, and the heat pump unit and the battery heat exchange closed loop do not work; when the heat completely meets the heat demand of the passenger compartment 19 and is still surplus, the first series circuit (as shown in fig. 6) is switched to store part of the heat in the battery 9 for other heating demands.
A ninth operation mode (as shown in fig. 11), when the passenger compartment 19 has a heating demand, and simultaneously in the fast charging mode or after the previous stroke is finished, the temperature of the battery 9 is higher, which is about 30 ℃, the first series circuit is adopted, the heat pump unit is started to be in the cooling mode, the second electronic expansion valve 8 is started, the plate heat exchanger 7 carries the heat of the battery 9 to the first passenger compartment heat exchanger 4 through the battery heat exchange closed circuit (the first water pump 13 is started) to release, the first electronic expansion valve 6 is started, the external environment heat is taken through the second passenger compartment heat exchanger 5 and is carried to the first passenger compartment heat exchanger 4 to release, and the first passenger compartment heat exchanger 4 is switched to the passenger compartment 19 through the damper control and heats the passenger compartment 19; at this time, the catalytic combustor 12 and the water heater 11 are not operated.
In summary, the thermal management system of the present invention reasonably utilizes various heating methods and combinations thereof based on an energy efficient utilization mechanism, and reduces energy consumption of the thermal management system through energy transfer among subsystems and loop optimization combination of energy transfer.
It is to be emphasized that: the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the present invention in any way, and all simple modifications, equivalent changes and modifications made to the above embodiments according to the technical spirit of the present invention are within the scope of the technical solution of the present invention.
Claims (10)
1. The vehicle thermal management system is characterized by comprising a heat pump unit, an electric driving thermal management unit and a battery thermal management unit, wherein the heat pump unit is used for ensuring the temperatures of a passenger compartment (19) and a battery (9), the electric driving thermal management unit is used for exchanging heat with an electric driving system (16), the battery thermal management unit is used for performing supplementary heating on the passenger compartment (19) and the battery (9), the heat pump unit comprises a compressor (1), a passenger compartment heat exchanger communicated with the compressor (1), a fan (3) arranged beside the passenger compartment heat exchanger and a plate type heat exchanger (7) communicated with the compressor (1), the plate type heat exchanger (7) is connected in series in the battery thermal management unit, and the electric driving thermal management unit is communicated with the battery thermal management unit; in a cooling mode or a heating mode, the requirements for cooling or heating the passenger compartment, the battery and the electric drive system are met by connecting the electric drive thermal management unit and the battery thermal management unit in series or in parallel and controlling one or more of the heat pump unit, the electric drive thermal management unit and the battery thermal management unit to be started.
2. The vehicle thermal management system according to claim 1, wherein the heat pump unit further comprises a reversing valve (2), a first electronic expansion valve (6) and a second electronic expansion valve (8), the passenger compartment heat exchanger comprises a first passenger compartment heat exchanger (4) and a second passenger compartment heat exchanger (5), an inlet of the compressor (1) is connected to a first port of the reversing valve (2), and an outlet of the compressor (1) is connected to a second port of the reversing valve (2); the third interface of the reversing valve (3) is divided into two paths, the first path is connected to the first end of the first passenger compartment heat exchanger (4) after passing through the plate heat exchanger (7) and the second electronic expansion valve (8) in sequence, and the second path is connected to the first end of the first passenger compartment heat exchanger (4) after passing through the second passenger compartment heat exchanger (5) and the first electronic expansion valve (6) in sequence; and the second end of the first passenger compartment heat exchanger (4) is connected to the fourth interface of the reversing valve (2).
3. The vehicle thermal management system of claim 1, wherein the electric drive thermal management unit comprises an electric drive heat exchange assembly arranged on the electric drive system (16), an air-cooled radiator (18) arranged beside the passenger compartment (19), and a second water pump (15), and the electric drive heat exchange assembly, the air-cooled radiator (18), and the second water pump (15) are connected in series to form an electric drive heat exchange closed loop.
4. The vehicle thermal management system according to claim 1, wherein the battery thermal management unit comprises a battery heat exchange assembly, a water heating heater (11), a catalytic combustor (12) and a first water pump (13) which are arranged on a battery (9), and the battery heat exchange assembly, the water heating heater (11), the catalytic combustor (12), the first water pump (13) and the plate heat exchanger (7) are connected in series to form a battery heat exchange closed loop.
5. The vehicle thermal management system of claim 1, wherein the electric drive thermal management unit comprises an electric drive heat exchange assembly arranged on the electric drive system (16), an air-cooled radiator (18) arranged beside the passenger compartment (19) and a second water pump (15), and the electric drive heat exchange assembly, the air-cooled radiator (18) and the second water pump (15) are connected in series to form an electric drive heat exchange closed loop; the battery heat management unit comprises a battery heat exchange assembly, a water heating heater (11), a catalytic combustor (12) and a first water pump (13), wherein the battery heat exchange assembly, the water heating heater (11), the catalytic combustor (12), the first water pump (13) and the plate heat exchanger (7) are arranged on a battery (9) in series to form a battery heat exchange closed loop; a four-way electromagnetic valve (21) is arranged on the electric drive heat exchange closed loop, and a three-way electromagnetic valve (14) is arranged on the battery heat exchange closed loop; a first interface and a second interface of the four-way electromagnetic valve (21) are connected to an electric drive heat exchange closed loop, a third interface is connected to a first end of the battery heat exchange assembly, and a fourth interface is connected to a second end of the battery heat exchange assembly; the first interface and the second interface of the three-way electromagnetic valve (14) are connected to the battery heat exchange closed loop, and the third interface is connected to the electric drive heat exchange closed loop.
6. The vehicle thermal management system according to claim 5, characterized in that a series loop is formed by controlling the three-way solenoid valve (14) and the four-way solenoid valve (21), and comprises a first water pump (14), a plate heat exchanger (7), a catalytic burner (12), a water heating heater (11), a battery heat exchange assembly, the four-way solenoid valve (21), an air cooling heat exchanger (18), an electric driving heat exchange assembly, a second water pump (15) and the three-way solenoid valve (14) in sequence.
7. The vehicle thermal management system according to claim 5, characterized in that a series circuit is formed by controlling the three-way solenoid valve (14) and the four-way solenoid valve (21), and comprises a first water pump (14), a plate heat exchanger (7), a catalytic burner (12), a water heating heater (11), the four-way solenoid valve (21), an air cooling radiator (18), an electric drive heat exchange assembly, a second water pump (15) and the three-way solenoid valve (14) in sequence.
8. A control method for a thermal management system of a vehicle, characterized in that the temperature of a battery (9) is controlled by,
the battery (9) has cooling requirements, and the battery thermal management unit and the electric drive thermal management unit are connected in series and radiate the heat of the battery (9) through an air cooling radiator (18) in the electric drive thermal management unit; or the battery (9) is cooled by the plate heat exchanger (7) through the refrigeration mode of the heat pump unit;
the battery (9) has a heating requirement, after the battery thermal management unit and the electric drive thermal management unit are connected in series, the battery (9) is heated through heat generated by the movement of the electric drive system (16), or the battery (9) is heated through the combination of heat generated by the movement of the electric drive system (16) and heat generated by the heat pump unit, or the battery (9) is heated through the combination of heat generated by the movement of the electric drive system and heat generated by the heat pump unit and heat generated by the water heating heater (11); after the battery thermal management unit and the electric drive thermal management unit are connected in series or in parallel, the battery (9) is heated by the heat combusted by the catalytic combustor (12).
9. A method for controlling a thermal management system for a vehicle, characterized in that the temperature of a passenger compartment (19) is controlled by,
the passenger compartment (19) has a cooling demand, and the passenger compartment (19) is cooled through a cooling mode of the heat pump unit;
the passenger cabin (19) has a heating requirement, after the battery thermal management unit and the electric driving thermal management unit are connected in series, the passenger cabin (19) is heated by using the waste heat of the battery (9) and the heating mode of an air-cooled radiator (18) and a heat pump unit in the electric driving thermal management unit, or the passenger cabin (19) is heated by using the waste heat of the battery (9) and the heat generated by the movement of an electric driving system (16) and the air-cooled radiator (18) in the electric driving thermal management unit, or the passenger cabin (19) is heated by using the heat generated by the movement of the electric driving system (16) and the heating mode of an air-cooled radiator (18) and a heat pump unit through a water-heated heater (11), or the passenger cabin (19) is heated by using the air-cooled radiator (18) through the heat generated by the combustion of a catalytic combustor (; after the battery thermal management unit and the electric drive thermal management unit are connected in parallel, the passenger compartment (19) is directly heated by heat generated by the movement of the electric drive system (16), or the passenger compartment (19) is heated by the heat generated by the movement of the electric drive system (16) through the heating mode of the air cooling radiator (18) and the heat pump unit.
10. A control method for a vehicle thermal management system is characterized in that heat dissipation of an electric drive system (16) is controlled by connecting a battery thermal management unit and the electric drive thermal management unit in series or in parallel, and then heat generated by movement of the electric drive system (16) is dissipated to the outside environment or a passenger compartment (19) through an air-cooled radiator (18).
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| CN111746351B (en) | 2023-07-11 |
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